Internal combustion rotary engine



Sept. 25, 1934. F. E. VOGEL INTERNAL COMBUSTION ROTARY ENGINE Filed may 18, 1931- Patented Sept. 25, 1934 PATENT; OFFICE UNITED STATES 1,974,761 I INTERNAL COMBUSTION ROTARY ENGINE 7 Floyd F. Vogel, Lansdale, Pa. Application May 18, 1931, Serial No. 538,059

'4 Claims. ((11.123-16) My invention relates to new and useful improvements in an internal combustion rotary engine and. has for one of its objects to construct a device ofthis character to utilize the pressure due to combustion of fuel on varying exposedsu'rfaces of rotating partitions, paddles or blades to cause a rotor to revolve.

Another object of the invention is to provide an engine of the class mentioned, consisting of a stationary cylinder and a rotor within the stationary cylinder revolving with aconcentric or axially arranged shaft eccentrically located within the stationary cylinder and causing partitions, paddles or blades to be revolved within the cylinder so as to expose varying lengths thereof within the rotor and also within the cylinder whereby fuel passing into the rotor .between the partitions of blades may be compressed and transferredto the cylinder between the partitions "or blades andagain compressed prior to ignition and finally exhausting from the cylinderaftr deliveringits pressure to the rotor through the medium of the partitions or-blades, thereby causing the rotor to revolve.

A further objectof the invention is to provide a unique structure which permits an almost continuous flow of fuel or carbureted air into the rotor between adjacent partitions or blades.

A further object of the invention is to provide novel means for transferring the fuel under-compression within the rotor to a chamber between two of the partitions or blades within the sta tionary cylinder outside of the rotor.

A still further object of the invention is to provide simple and effective 'means for maintaining the outer ends of the blades or partitions in contact with the inner circular surface of the stationary cylinder while permitting said partitions or blades to assume different angular positions.

A still further object of the invention is to provide an internal combustion rotary engine consisting of a cylinder, a rotor eccentrically located within the cylinder, a floating hub within the rotor concentric with the cylinderbuteccentrio to the rotor and a plurality of partitions or blades slidable radially through slots in the rotor and engaging wallsof the rotor and cylinder to divide the interiors of both said cylinder and rotor. into anumber of compartments which vary in size as the rotor revolves and carries said par:- titions or blades therewith. a 1

With these and other ends inview, this inven'e 55 tion consists in the details of oonstruction "and combination of elements hereinafter set forth and then specifically designated by the claims.

In order that those skilled in the art to which this invention appertains may understand how to make and use the same, I will describe its construction indetail; referring by numerals to the accompanying drawing, forming a part of this application, in which:

Fig. 1 is a sectional view of an internal combustion rotary engine constructed in accordance 65. with-my invention and illustrating in dotted lines the relative positions of the intake and transfer ports.

Fig. 2 is a section on the line 2-2 of Fig. l, withthe rotor and blades or partitions left in elevation.

Eig. 3 is a fragmentary sectional view on the line 3-3 of Fig; 1.-

"Fig. 4 is also a fragmentary sectional view on the line 4-4 ofFig. 1. I In carrying'out my invention as herein embodied-5 represents the cylinder which is the outside member and of circular shape, at least on the inside, it being understood that the exterior formation is immaterial to the operation of the device and said cylinder remains stationary.

In the side walls of the cylinder, eccentric thereto, are formed circular recesses 6 for the reception of the-ends of the circular rotor 7, said recesses being equal in depth to the thickness of the side walls of the rotor as plainly shown in Figs. 2, 3 and 4. The rotor is mounted upon a shaft 8 con centric therewith and therefore eccentric to the cylinder 5.

- In the rotor and projecting through suitable slots 9 in the rim of the rotor are a number of partitions, paddles or blades 10 the. side edges of which engage the inner faces of the end walls of the rotor as well as the inner faces of the end walls'of the cylinder and are properly sealed to prevent the escape of carbureted air or other fuel as wellas flame or burning fuel past them. To the outer ends of the partitions or blades are pivotal-ly or hinged-1y connected suitable sealing .devices 11' which engage and slide on the inner circular surface of the rim or body of the cylinder and since these sealing devices being parts of the partitions or blades, it is to be understood that wherever the partitions or blades are referred to per se, it is to include suitable seals as there .is a possibility that in the use of low pressure proper seals can be made without actually hinging or p-ivotally connect-ing independent elements to. the blades. It might be well to state at this time thatthesealing devices may include holders which are pivoted to the blades and carry the sealing means.

The inner ends of the partitions or blades engage a floating hub 12 provided with a plurality of facets 13 corresponding in number to the partitions or blades 10 and with which the inner ends of the blades make sliding contact which will permit them to assume various positions laterally on the facets as the hub, rotor and blades revolve but at all time maintaining the outer ends of the blades in contact with the circular inner surface of the cylinder.

The spacing of the partitions or blades 10 divide the interior of the cylinder into a number of changeable compartments 14 between each pair of adjacent blades and likewise said blades divide the interior of the rotor into a number of changeable compartments 15. Each chamber in the rotor is provided with means for the passage of carbureted air or other fuel thereto, and said means is preferably in the form of a number of rotor inlets comprising a series of apertures 16 preferably in a circular row formed through at least one of the end walls of said rotor. It might be said that this circular row comprises a plurality of groups of apertures, each group including a certain number extending between adjacent partitions or blades in suitably spaced relation.

An intake opening 17 is formed in the cylinder in the path of travel of the apertures 18 and in the region of the locality Where the rim of the rotor is closest to the circular surface or rim of the cylinder and where the variable compartments 15 within the rotor will be of the largest size in order to receive the greatest possible amount of carbureted air or fuel, said fuel entering a compartment 15 through the apertures 16 as they pass the intake opening 17. Where the compartments 15 have the largest capacity, the compartments 14 have the smallest capacity.

A by-pass 18 is formed in the cylinder with one end in the path of travel of the apertures 16 and in the region of the locality where the rim of the rotor is farthest from the circular surface or rim of the cylinder and where the variable compartments 15 within the rotor will be-of the smallest size while the variable compartments 14 in the cylinder will be of the largest size and the opposite end of said by-pass 18 communicates with the space between the outside of the rim of the rotor and the circular wall of the cylinder or in other words communicates with the compartments 14 as they are moved into registration with said by-pass.

There is an opening 19 in which a part of an ignition system, such as a spark plug, may be placed so as to ignite the compressed fuelwithin a compartment between the rotor and cylinder walls and between two adjacent partitions or blades at the proper time subsequent to the passage beyond the intake opening 17 of the last aperture leading to the particular compartment.

An exhaust aperture 20 is provided from the cylinder in the region of the by-pass or transfer port 18 so as to communicate with the space between the rotor and cylinder rim, thereby providing for the exhaust of the products of combustion from the compartments 14 as they come into communication with the exhaust port 20 just prior to forming communication with the by-pass, but it will be noted that the exhaust port will remain in communication with a compartment 14 until the time just prior to the last aperture 16 which is in communication with the exhausting compartment passes beyond the by-pass 18. It

will also be noted that the revolving of the rotors and partitions or blades will gradually change the position of the compartment relative to the exhaust port 20 so that the incoming fuel from one of the compartments 15 will tend to force the products of combustion toward the exhaust port so as to thoroughly scavenge the exhausting compartment.

During operation, the carbureted air or other fuel will flow through the intake opening or port 17 and thence through the apertures 16 as they successively pass the opening 17 causing each compartment 15 to be successively supplied with the fuel. When a compartment is filled with fuel said fuel will be compressed by the decreasing size of the compartment between the rotor and hub as the compartment moves toward the by-pass 18. As the compartment reaches the by-pass, the fuel being under compression will be forced through the apertures 16 and said by-pass 18 through the compartment 15 into the adjacent or cooperating compartment 14, formed between the rotor and cylinder and the same pair of blades that formed the partition 15 in which the fuel was compressed. The fuel will now be compressed as it moves to the point of ignition due to the gradual decrease in size of said compartment and at the proper moment, the compressed fuel will be ignited and the pressure generated from the combustion of the fuel will force the blades to rotate due to the difference in exposed lengths of said blades. The rotary motion of the blades will be transferred to the rotor and thence to the shaft 8. This cycle is continued so long as fuel is fed to the compartments 15 and ignited in the 1 compartments 14.

Of course,-I do not wish to be limited to the exact details of construction herein shown and described as these may be varied within the limits of the appended claims without departing from the spirit of my invention.

Having thus fully described my invention, What I claim as new and useful is:-

1. An internal combustion rotary engine comprising a cylinder, a rotor eccentrically mounted within the cylinder to revolve about its own axis and having a circular line of apertures for continuous successive registration with an intake port in the cylinder as the rotor revolves, said cylinder having a by-pass, a portion of which is in the path of travel of the apertures and another part opening into the interior of the cylinder beyond the rim of the rotor to form a communication between the interior of said rotor and the interior of the cylinder exterior of said rotor and said cylinder being further provided with an exhaust port, and means revolvable with the rotor for dividing the interior of the rotor as well as the interior of the cylinder exterior of said rotor into compartments, the dimensions between the curved walls of which vary as the dividing means revolve due to the eccentricity of the rotor.

2. An internal combustion rotary engine comprising a cylinder having an intake port, a by-pass and an exhaust port, a rotor eccentrically mountedwithin the cylinder and having a circular line of apertures for travel across a portion of the by-pass and the intake port and blades slidably mounted in the rim of the rotor and dividing the interior of said rotor and the interior of the cylinder outside of the rotor into compartments and means within the rotor to maintain the outer ends of the blades in engagement with the cylinder and permitting lateral movement of said blades due to changes in the positions of said blades relative to the axis of the cylinder while maintaining a radial position relative to the axis of the rotor.

3. An internal combustion rotary engine consisting of a cylinder having a circular wall and fiat end walls, the latter having circular recesses on the inside eccentric to the cylinder, a rotor including a circular wall and flat end walls, the latter being of the same thickness as the depth or" the recesses in the end walls of the cylinder and in which the end walls of the rotor are set, one of said rotor end walls having a circular line of apertures and said cylinder having an intake port in the path of travel of the apertures and further having a by-pass, a portion of which is in the path of travel of said apertures, said intake port being located in the region of the cylinder where the circular wall of the rotor most closely approaches the circular wall of the cylinder and said by-pass being located in the region where the circular wall of the rotor is farthest removed from the circular wall of the cylinder, a floating hub within the rotor, blades movably connected with the rotor and projecting through its circular wall and engaging the hub and the circular wall of the cylinder as well as contacting tween its circular wall and the hub and then bypassed into a companion compartment outside of the rotor and again compressed, means for igniting the fuel after compression the second time, and an exhaust port leading from the space between the circular walls of the rotor and cylinder in the region of the locality where said circular walls are farthest apart.

4. The combination of a stationary cylinder, a rotor eccentrically mounted within the cylinder to revolve about its own axis, a floating hub within the rotor concentric with the cylinder, a plurality of blades between the hub and cylindrical wall or said cylinder and passing through the rotor to divide the spaces between the hub and rotor and between said rotor and the cylinder into a multiplicity of companion compartments which remain constant in number, an intake port through which fuel flows into the compartments within the rotor successively as the blades pass said intake port and in which compartments the fuel is compressed, a by-pass through the fuel flows from each of the compartments within the rotor when the capacity thereof is reduced to a minimum to each companion compartment outside of the rotor when the capacity of each companion compartment is at maximum and in which companion compartments the fuel is again compressed prior to ignition, and an exhaust port leading through a wall of the cylinder from the space outside of the rotor to permit the out-flow of the products of combustion from said companion compartments as the blades pass the location of said exhaust port.

FLOYD F. VOGEL. 

